Gate-controlling mechanism for railroads.



. J. A. GASSE.

GATE CONTROLLING MECHANISM FOR RAILROADS.

APPLICATION FILED SEPT. 12, 191 I- Patented June 8, 1915.

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Suva M501 A I ($455356 J. A. GASSE. GATE CONTROLLING MECHANISM FOR RAILROADS.

APPLICATION FILED SEPT. I2, 19H.

- Patented June 8, 1915.

4 SHEETSSHEET 2.

' W yZVM. JAM- I I d; GH'WWQQ I 1. A. GASSE.

GATE CONTROLLING MECHANlS M FOR RAILROADS.

APPLlCATlON FILED SEPT. 12. 1911.

1,142,319. Patented June 8,1915.

4 SHEETS-SHEET 3.

. JA 'Gaas'a wwwwoao 1. ATGAssE. GATE CONTROLLING MECHANISM FOR RAILROADS.

APPLICATION FILED SEPT. 12, I911.

Patentd June 8,1915.

4 SHEER-SHEET 4.

fltroweq s JOSEPH AMEDEE GASSE' OF BROCKTON, MASSACHUSETTS.

GATE-CONTROLLING MECHANISM FOR RAILROADS.

Specification of Letters Patent.

Patented June 8, 1915.

Application filed September 12, 1911. Serial No. 648,939.

To all whom it may concern.-

Be it known that I, Josnrn AMnnnn GASSE, subject of the King of Great Brit ain, residing at Brockton, in the county of Plymouth and State of Massachusetts, have invented certain new and useful Improvements in Gate-Controlling Mechanism for Railroads, of which the following is a specification.

The primary object of my invention is the provision of a simple, automatic, electrically operated means for controlling the gates of railway crossings, so arranged that on the approach of a train the gates will be automatically closed and that after the train has passed the gates will be automatically opened.

Another and most important object of this invention is to provide gates that will automatically operate at every hour of the day and night, thus obviating a trouble found on unimportant branches of a. good many railroads where gate tenders only work until 9 p. m. and the gates remain in their raised position from that hour until the following morning.

'A further object is to so .construct the mechanism for operating the gate that it may be used with the ordinary form of railway gate at present customarily used by almost all roads, that is, a gate having a counter-weighted arm held normally in a vertical position but rotated to a horizontal position across the road to guard the same {upon the approach of a tram.

Other objects will be d'sclosed in the flaccompanying description.

An embodiment of my invention is illustrated in the accompanying wherein:

Figure 1 is a cross sectional view of the wagon road showing the gate in its lowered position, the supporting casing for the gate being broken away. Fig. 2 isan enlarged section of the casing supporting the gate arm, the figure showing the internal parts and the section being taken on the line 2-2 of Fig. 3. Fig. 3 is a section on the line 3-3 of Fig. 2. Figs. 1 and 5 are detail views'of the mechanism for breaking the circuit through the motor when the arm has descended to itslowered position or been raised to its vertical position. Fig. 6 is a detail face view of the gear wheel 6 on the crank shaft 6 Fig. 7 is a sectional view drawings of one of the boxes containing the motor controlling mechanism, said mechanism being shown in elevation. Fig. 8 is a section on the line 9-9 of Fig. 7. Fig. 9 is a sectional view of one of the boxes containing the motor actuating mechanism, the front elevation of the actuating mechanism being illustrated. Fig. 10 is a fragmentary detail view of a portion of the actuating shaft, the ratchet wheel thereon and an inside face view of the gear wheel by which the shaft is actuated. Fig. 11 is a perspective detail view of the switch whereby the motor circuit is closed or broken. Fig. 12 is an electrical diagram showing the wiring for one of the switch actuating devices! Fig. 13 is a wiring diagram showing the connection between a plurality of actuating devicesand the motor.

Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawings by the samereference characters.

My improved mechanism is designed to be used preferably where there are two parallel tracks and passage across the tracks is controlled by means of gates disposed on each side of the tracks. Erected between the tracks are the gate motor actuating devices C, D, E and 'F as will be later de scribed.

Each gate is of the type ordinarily used on railways, consisting of a supporting casing 2, an arm 3 counter-weighted by a. weight 1. In this type of railway gate the pivot shaft of the arm usually carries upon it a pinion which meshes with a toothed gear operated by means of a crank. A like gate is provided on the opposite side of the railroad track which is geared with the first named gate and operates simultaneously therewith. As the connection between the gate on one side of the tracks and the gate on the opposite side is old and well known and not part of my invention, I have not illustrated it nor do I deem it necessary to more than refer to it.

Referring now more particularly to Figs. 1, 2 and 3, it will be seen that the arm 3 is mounted upon a pivot shaft 5 and that also mounted on this shaft is atoothod gear wheel 5 which meshes with a gear wheel 14. Mounted on a parallel shaft 6 is a fly wheel 5, and also mounted on this shaft is a toothed gear 6 which has a certain rotative play upon the shaft 6". To this end the gear 6 is loose onthe shaft 6" and the central passage for the shaft is cut away on one side to prmide a recess 7 having opposed shoulders S and 9 as shown in Fig. 10. The shaft is formed with a lug or pin 10 projecting into this recess and adapted to engage one or the other of the shoulders 8 or 9. It will be seen that the gear wheel 6 may thus have independent rotation through a short distance before this rotation is communicated to the shaft 6" and to the gate arm.

The gate is operated by means of an electric motor 11 of any suitable construction, the shaft 12 of which carries a pinion 13 meshing with the toothed gear 6 on the shaft (3. 1V hile I have shown this particular form of gearing for transmitting motion from the motor to the pivot shaft 5, I do not wish to be limited to'this specific arrangement it is obvious that other means for communicating said motion might be provided. Also mountedupon the shaft 6 and rotatable therewith is a ratchet wheel 15 havin ratchet teeth upon its circumference. Mbunted upon the side wall of the casing 2 or in any suitable manner is a pawl 16 adapted to engage the ratchet teeth on the wheel 15 and prevent any rotation of the ratchet wheel in the direction of the arrow, Fig. 2. This pawl is normally held in engagement with the ratchet wheelby means of a spring 17 or in any suitable manner.

Provision must of course be made for raising the pawl 16 out of its engagement withthe ratchet wheel prior to the rotation of the shaft 5 and the gate arm. For this purpose I provide an interrupted ring or like member 18 which as shown is carried upon the face of the gear wheel 6. This ring as illustrated in Fig. 6 is interrupted at three points. One termination of the wall forming the ring at each gap is provided with a pivoted gate 19 while the adjacent termination of the opposed end of the wall is formed with. an inwardly extending inclined deflecting portion 20.

Pivotally mounted in any suitable manner adjacent to the pawl 16 is a lever 21, one

end of which is provided with a nose 22 engaging with the pawl 16. The other end of the lever 21 extends inward and is provided with a stud 23 engageable by the deflecting members 19 and 20. When the gate is in its vertical position, this stud 23 is on the inside of the ring 18. As the gate rotates, however, in the direction of the arrow inFigs. 2 and 6, the stud will come in contact with the deflected portion 20 and will be guided out through the opening 21 to the outside of the ring, thus moving outward the outer end of the lever 21 and lifting the pawl 16 from its engagement with the ratchet teeth. Upon a reverse movement of the gear wheel 6, the stud 23 will be engaged by one of the deflectors 19 and will be shift-- ed inward, thus releasing the pressure upon the pawl 16 and permitting the spring 17 to, throw it in engagement with the ratchet. It will be seen that the ring 18 with its deflected portions 19 and 20 will act to shift the pawl 16 out of engagement as the arm is lowered and into engagement with the ratchet as the arm is raised. The pawl 16 being contained within the casing 2 cannot be meddled with and prevents any accidental or malicious depression of the gate.

It will be seen that the gear attached to the shaft 6 will make several turns. As the gear revolves it will carry with it the attached ring 18 (see Fig. 6). Inasmuch as the members 19 are pivoted, they will make a smooth rolling surface for the stud or roller 23 whichwhen traveling outside of ring 18 holds the pawl 16 in its raised position. Vhen the stud or roller travels inside the ring it is relatively loose and can easily follow the deflection made by members 20. V

A source of energy is of course provided for the motor. This source may be either a battery, or the energy may be carried along a line wire and delivered to the motor. The

circuit to the motor, however, is normally broken when the gate is in the position shown in Fig. 2. Upon the approach of a train, however, the circuit is completed through the motor, thus energizing it, and the rotation of the motor acts to depress the gate. Just before the gate has reached its fully depressed position, the motor is thrown out of circuit with the source of energy and the gate descends by its own impetus. After the train has passed, a circuit is again closed through the motor and the source of energy, only the direction of the current is reversed to that in the first instance and the"; motor is reversely operated, thus raising the gate. The gate continues to rise until it is? nearly in a-vertical position, whereupon the circuit through the motor is again broken and the gate reaches its vertical position under the impetus of a fly wheel 5*. The means whereby this is accomplished is as follows: Mounted alongside or between the tracks but preferably between the tracks are the actuating members (shown in Figs. 7, 8 and 9). There are four of these members, two to control the gates upon the passage of a train in one direction and two to control I the gates upon a passage of a train in an op- 1 i posite dlrectlon. lhe members (1 and E operate together for a train going in one direction, While the members D and F operate'together for a train passing in the opposite direction. The mechanism forming part of the actuating member G operatcs'the gate upon the approach of a train on one track are; l a

while the mechanism E raises the gate upon member D acts to actuate the motor of the gate to raise the gate upon the passage of a train on the second track away from the crossing. V i

It is particularly tobe understood that on a single track oneset of actuating mecha nisnnhas its arms 28 extending upward while on the other set the arms extend downward, thus providing that a train coming fromone direction upon. vthe single track will be able to actuate one pail-"of actuating devices but not the other, and vice versa.

3 cireuit'through the motor and operating the motor to lowerthe gate are located at any suitable distance on each side of the roadway crossing the railroad track; The distance ofcourse is to be determined by the average speed of trains passing this crossing, and the actuating devices are to be located so far from the cross roads that ample time will be given for the closing of the gate before the arrival of the train at the cross roads. The actuating mechanisms C, D, E andF all have the same construction and hence a description of one will apply to all. The actuating mechanism is preferably mounted on a post which carries upon its upper end a casing 26 shown in Fig. 7. Passing through this casing is a shaft 27 upon which is mounted an arm 28, this arm being mounted eXteriorly of the casing 26.

Disposed within the casing is a supporting member'29of any suitable character, and mounted in this supporting member are a pair of electro-magnets 30. Also mounted upon the supporting member 29 are the downwardly extending brackets 31 between 45? which is pivotally supported a shaft 32. Mounted on the shaft arethe parallel arms T'33 carrying on their extremities the armaiture 34: which coacts with the cores of the pair of electro-magnets 30. Fast upon the shaft '27 is a segment wheel 27" having a grooved periphery and over which passes a flexible connection 36 whose depending end is connected in any suitable manner to a cross piece .37 connecting the arms 33. It will be obvious that when the shaft 27 is rotated the frame formed by the arms 33 and the cross piece 37 will be raised, thus bringing the armature 34: into engagement with the cores of the magnets 30. These magnets (see Fig. 12). hen the armature 34 is in contact with the cores of the energized magnets 30 itwillbe obvious that the armature will be held in its raisedposition by virtue of the attraction of the electro-magnets.

The actuating mechanisms for closing the are connected in circuit with a battery 35 Mounted upon the depending brackets 31 i is a supporting member 38 upon which is mounted the spaced contact members 39, 39. These contact members 39, 39 'are adapted to contact with a pair of spaced contact members 40, 40 carried upon the frame formed by the arms 33 and the cross piece 37. Each contact member 39, 39 is connected by a wire to the commutators of a motor 11, while each of the contact members O, 40 is connected by a wire 43 to each other and each'in turn connected to the battery 35 as will be more fully described later.

It isto be noted that the magnets 30 are normally energized and that when the frame formed by the arms 33 is raised, the armature 34 will be placed in engagement with the cores of the magnets 30 and will be held against thesecores by the attraction exerted by the magnets,'and that in this position the i contacts 35) and 4:0 and 39 and L0 will be closed, thus completingfia circuit through the motor as will be later described. Precisely-the same mechanism is used for all of the actuating devices, C, D, E and F.

In the wiring diagram illustrated in Fig. 12, I show the connection of one of the actuating devices with the motor and with the storage battery or ,other source of energy. This figure is simplya diagram to show the means for closing the motor circuit upon an actuation of one of the actuating devices and the means for breaking the circuit just prior to the time that the gate either rises or falls to its vertical or horizontal positions, the reversing means not however being shown, the reversing mechanism being illustrated in Fig. 13. From this diagram it will be seen that the contact 40 is connected by conductors 51 and 52 to the field magnets of the motor, which in turn are connected in circuit with the battery by the conductor 53. From this battery 35 current is carried along the conductor 54, thence by the conductor to the contact 40, thence to contact 3f), thence by a conductor 565758 to one of the commutators of the motor 11, thence through the motor to the other commutator and to connection 58, thence to the conductor 5!) and conductor 60 back to the contact and thence to contact 40, thus circuit with the battery 35, through con magnet 30, thus completing the circuit through the electro-magnet and the battery.

7 So long as this circuit is unbroken, the magnet will hold the armature 3% against its cores and will hold the motor circuit closed. When, however, the magnet circuit is broken, as will be now described, the magnet 'is deenergized, permitting the armature 34: to drop, thus breaking the motor circuit. The circuit breaking device for themagnet circuit is as follows: Mounted upon the shaft 5 is the arm (52 and loosely pivoted upon the extremity of the arm (32 is a link 63 carrying upon its extremity, the outwardly projecting stud 04. Mounted concentrically to the shaft are the arcuate guide strips 65 and (36 which are in elect-rica-l connection with each other at one end 7 by means of a hinged contact member 67. The contact strip 65 is electrically connected to the conductor 68 which runs to the magnet 30 as illustratedin Fig. 4. The contact member 7 is pivoted pret'erablyto the extremity of thecontact strip 65 and normally bridges the gap and vcloses the circuit between the strips (35 and G6, the contact member being held in this position by means of a spring 69.

Extending parallel to the contact member (36 is'the arcuate contact member 70. It will be noted that the member 65 projects at its lower end beyond the member (36, while the arcuate strip 70 projects at its upper end beyond the strip 66. The gap between the lower end of the strip 70 and the adjacent end of the strip 6 is bridged and the circuit closed by means of the pivoted contact member (37 which is held in its normal position by means of its own weight. The contact nien'iber 70 is connected by the conductor (32 to the battery 35.

\Vh'en the gate in a vertical position,

;the parts are in the position illustrated in Fig. ii: and the magnet 30 energized by the battery. hen the armature 3ais raised in contact with the electro-magnets 30 it will be held in its raised position by the attraction of the magnets and, as before explained, the motor will be started. As the motor operates. the shaft 5 will be turned in a counterclockwise direction and the stud 6% will be carried along between the strips and 66 (see Fig. 4:). ll hen the arm 2 has nearly :reached a horizontal position and the gate the magnets 30.

arm 3 has nearly descended to its full extent, the stud 6% will open the pivoted contact member (37 and break the circuit through This circuit will remain broken until the gate has (lescended so far that the stud escapes the contact: member 67 the devices C, D, E and F.

Which will drop back into position, thus again closing the circuit through the magnets 30 and energize the same. The gate is now lowered by the impetus given to the fly wheel 5t and the link 63- will swing to the position shown in Fig. 5. Now if the arms 33 of the actuating device E be raised the circuit will once more be completed through the motor in precisely the same manner as before described only the current will pass in a reverse direction, thus re The versing the direction of the motor. arm 62 will now descend and the stud 64:,

when the arm has nearly reached its vertical position, will open the contact member 67 thus a ain breakin the circuit throu h the O D b magnets and allowing'the arms 33 todrop I vices, C, I), E and F, each connected with the motor, the conductors 5G, 55, 61' and being distinguished from each otherr by the exponents 0, (Z, c and 7',the line wires connecting all of the actuating devices to the motor and battery being designated 54:, 57,

59., the line wires forming the magnet circuit to all the magnets and the battery being designated 54, 6G. 7

It will be understood that the actuating device G is to actuate the motor to close the gate for a train entering on one track and the actuating device E is for reversely actuating the motor by the same train. The actuating device F is to actuate the motor to close the gate by a train arriving from the opposite direction on the other track and the actuating device D is for reversely actuating the motor toraise the gate upon the passage of said last named'tram beyond the crossing.

By referring to that under normal conditions, that is, when the gate is either fully lowered or fully raised, a circuit will be formed throughithe battery and the electro-magnets 30 of all of This circuit passes through the wire 5i to the electromagnet 30, from this electro-magnet through the wire ()6 to the electro-magnet3O and from this electro-magnet to the contact (35 ot the gate controlled circuit-breaker, from the contact '70 of such circuit breaker to the electro'magnet 30, from this electromagnct by means of the wire 66 to the electro-magnet 30 and from this electro- -ma gn'et by the wire 61 back to thewire and so to the battery.

I n'operation, a train ap 'iroaching the road crossing from one direction Wlll engage the actuating arm 28 'ot the device C raising Fig. '13, it'will be noted wire 59 and (30 to'the contacts 39 and 40 and from these contacts through thewire Hi to the field winding of the motor and from such winding back to the battery. Under these conditions, the motor 1.]. will be rotated to lower the gate until the circuit of the elcctro-magnet 30 is broken by m0- mentary opening of the gateoperated circuit breaker, illustrated in Fig. 5. When the train passes the device D, the armature of such device is raised to close circuit be tween its contacts, under which conditions, current will flow from the battery through the wire 5% and wire 55 to the contacts 4L0 and 39, from these contacts through the wire 56 and wire 59 to the motor 11, passin g through this motor in a direction reverse to that previously described, from this motor through the wire 60 to the contacts 39 and 40 of the device D, from these contacts through the wire 51 and through the field winding of the motor back to the battery. This will cause opposite rotation of the motor 11 and consequent raising of the gate, the motor continuing to operate until the gate actuated circuit breaker again momentarily breaks the magnet circuit. On the other hand, a train approaching in the opposite direction will raise the armature of the device F to close a circuit from the battery through the wire 54 and wire 55 to the contacts 40 and 89, from these contacts through the wire 56 through the motor in the same direction in which the circuit passed from the device C, from the motor through the wire 6O to the contacts 39 and 9L0 of device F and then through the wire T551 to the field winding of the motor and so back to the battery. This will cause the motor to rotate to lower the gate, this rotation continuing until the gate controlled breaker momentarily opens the magnet circuit. Again, when the train passes the device E, raising its armature, a circuit is formed from the battery through the wire 54 and wire 55 to the contacts 40* and 39 of dc vice E, from these contacts through the wire 56 to the motor 11, passing through the motor in the reverse direction to that of the circuit from the device F, from this motor through the wire 60 to the contacts 39 and 40 of device E and from these contacts through the wire 51 to the field winding of the motor and back to the battery. This ciring) and the gate will be raised.

cuit reverses the direction of rotation of the motor and drives the same until the circuit is brokenby the gate controlled circuit breaker. .1 l

The actuating devibes G, D, E and F are each provided with the downwardly depend- "ing arm '28 attached to the shaft 27. The locomotive is provided with an outwardly projecting arm which is so placed as to engage with the depending arm 28 and raise the arm to a horizontal position, thus turning the segment wheel 27 andraising the frame formed by the arms 33 and the cross bar-'37. The parts are held in this position by the attraction of the magnet 30 for its armature. The locomotive arm may be raised or lowered into or out of operative position in any suitable manner. When'the train has passed the .roadway over which the track crosses, the arm will strike the depending arm 28 of the actuating devices D or E (depending upon which way the train'is go- It will be understood of course that I do not wish to limit myself to the precise construction illustrated as different construetions might be used which would attain the same end, though I believe that the construction devised is the most practical for the pur-j pose of securing the advantages of my mvention.

What I claim is: 1

1. In combination a railway gate, a shaft for operating the gate, a gear wheelloosely mounted upon the shaft, means for engaging the shaft and gear wheel after a partial rotation of the gear wheel, means for holding the shaft from rotation in one direction, and means operated by a partial rotation of the gear wheel for releasing said holding means and permitting the gate to operate.

2. In combination a shaft, a gate arm operable by the shaft, a gear wheel loosely mounted upon the shaft, the gear wheel being formed with a recess having opposed shoulders and the shaft having astud projecting into said recess and engageable with one or the other of said shoulders to positively connect the gear wheel with the shaft,

a ratchet wheel on the shaft, a pawl engaging the ratchet wheel for preventing a return movement of the shaft, and means mounted on the gear wheel for lifting said pawl upon a partial rotation of the gear wheel.

3. In a railway gate, the combination of a shaft, a gate arm operable by the shaft, a

gear wheel mounted on the shaft and having a recess provided with oppositely disposed shoulders, a stud projecting from the shaft and engaging in said recess, a ratchet wheel mounted on the shaft, a pawl engaging the gear wheel for ratchet wheel, means on the raising the pawl upon a partial rotation of;

4 a the gear wheel, a motor geared to said gear wheel, a'source of energy connected in a nor- 1 1 many open circuit with the motor, means operated by a train for closing said circuit and energizing the motor to operate the gate arm, and means for breaking said circuit as the gate nears its terminal position. I

4. In a railway gate, a motor opcratively connectedto. the gate to raise and lower the same, a source of energy, a normally open circuit including the motor and the source of energy, a switch movable inone direction to close said circuit and energize the motor,-

train operated means for shifting said switch to close the circuit, an electro-magnet acting to hold the switch in its closed posi tioii after it is shifted, a normally closed cir- ,stripsconnected in the magnet fcircuit, piv-' otally mounted contact members electrically connecting said strips, means movable with the gate'for shifting said contact members to temporarily breakthe circuit asthe gate ,nears-eitherof its terminal posit ons;

' one of its terminal positions.

5. The combination. with agate arm, a

motor for actuatingthe gate arm, a source of energy connected in circuit withthe motor, and a circuit breaking device mounted in said circuit, of a magnet for holding said circuit breaking device 'i position close sa1dcircuit,"1 parallel spaced arcuate ont t 35 7,

strips, said strips being connected in circuit with the-magnet ,andthe sourceof energy,

oppositely disposed members pivotedto said, strips and normally electrically connecting 7 I the same in closed circuit with'the magnet 40 and the source of eneigy,'a linkfreely plVr oted to the gate arm'a'n'd" depending therefrom and having a stud at its lower end extending between said strips, said link being shiftable'with the gate arm to'temporarily, 45

shift the pivoted contact members tobreak if -the circuit through the source ofenergy and i the magnet as the gate arm r aches either" inpresence "of two witnesses. JOSEPH minsii eissr. W t e es: 1

JOHN

In testimony whereof, I aflix my s i,-g,'nature 

